Internal-combustion engine



f June 16, 19 I F. B. HEARSON INTERNAL.- COMBUSTEON ENGINE 3 Sheets-Sheet 1 will is Iu u I June 16, 1925.

F 8. GARSON INTERNAL COMBUSTION ENGINE Filed June a, 1923 3 Sheets-:Sheet 2 FranK.E1.H.Ear51fin.

w m m a June 16, 1925- 1,542,765

F. B. H. GARSON INTERNAL COMBUSTION ENGINE Filed June a, 1923 '3 Sheets -Sheet :s

Frat-[K E1.H.E1a1-Sun Patented June l6, 1925.

UNITED STATES- 1,542,1 5 PATENT OFFICE.

FRANK B. H. GARSON, LAWRENCE, MASSACHUSETTS.

INTERNAL-COMBUSTION ENGINE.

Application filed June 8,

To all whom it may concern:

' Be it known-that I, FRANK B. H. GARsoN, a citizen of the United States, residing at Lawrence, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the. following is a specification.

This invention relates to improvements in-internal combustion engines.

The primary object of this invention is the provision of.an internal combustion engine in which the'expansion' and explosive qualities of a fuel used therein are utilized to the maximum extent for power generation.

A further object of this invention is the provision of a novel type of rotary valve control for the intake and exhaust of fuel charges of internal combustion engines.

A further object of this invention is the provision of means for utilizing exhaust gases after their escape from the internal combustion engine cylinder chambers, conveying them to a turbine operatively connected to' the internal combustion engine crank shaft where their complete forces may be used in the generation of power.

Other objects and advantages of this invention will be apparent durmgthe course of the following detailed description.

.In the accompanying drawings, forming a part of this specification, and wherein similar reference characters designate corresponding parts-throughout the several views.

Figure 1- is an end elevation of an internal combustion engine constructed in accordance with features of this invention.

- Figure 2 is a fragmentary View, partly in section, andpartly in side elevation, showing improved features of this invention. igure 3- is a transverse cross sectional view, taken through the internal combustion engine substantiallyon the line 33 of Figure 2. c

Figures 4 and- 5 are views showing the construction of a rotary valve employed in the internal combustion engine for the control of fuel intake and exhaust gases.

Figure 6 is a fragmentary view, illustrating a valve seating surface, showing more particularly the means for feeding lubricant to the valve. p

In the drawings, wherein for the purpose of illustration is shown the preferred em- 1923. Serial No. 644,198.

bodiment of this" invention, the letter A may generally designate the internalcoma turbine E connected to the crank shaft 'C,

rotary valve means F for control of intake and exhaust gases, and means G for drive of the valve F by the crank shaft C.

Referring to the housing B, the same may include a sectional crank case 10, including as parts thereof upper and lower crank case portions 11 and 12, which embody novel casings 12 for the accommodation of the turbines E to be subsequently described. The cylinder block 14 is provided as a part of the housing B, within which the cylinder chambers 15 are formed in any desired number according to the type of engine desired. A detachable cylinder head 16 is also provided, in the top whereof the detachable spark plugs 17 may fit.' It is preferred that the engine A be of the water cooled type,"

and to this end water compartments 20 are provided about the cylinder chambers 15 as in ordinary construction. For each cylinder of the internal combustion engine, intake and exhaust ports 25- and 26 respectively are provided inthe cylinder blocks or heads 14 and 16, to one side of the internal combustion engine; said intake and ex haust ports or passageways communicating with the rotary valve means F to be subsequently described. Between the intake and exhaust ports 25 and 26 of each cylinder chamber, the water passage 27 is provided.

Referrin to the construction of the internal com ustion engine housing B, for

the accommodation of the rotary valve con.

trol, it is preferred to provide a complete rotary valve 35 for each cylinder of the internal combustion engine; said rota valvesbeing mounted upon a shaft 36, whic extends longitudinally'of the motor and is operated from the crank shaft C by means of the transmission G to be subsequently described. The c linder block 14 of the housing 3 is pre erably prdvided with a semi-circular valve seat 37 for each cylinder chamber, at the side of the housing B upon which theintake and exhaust ports are provided. A valve block 40 is provided as' a part of the housing B, which is .for detachable connection to the cylinder block 14 and cylinder head 16, as by bolts 41, to effectively seat the valves 35. The block 40 is provided with a semi-circular valve seat 42, for each rotary valve 35, which when the block 40 is placed upon the housing B cooperates with the valve seat 37 in receiving a valve for rotation therein. The valve block 40 ispreferably provided with ports 44 and 45 which communicate respectively with the intake and exhaust ports 25 and 26 above mentioned, and which, of course, lead to the rotary valve 35 for control of fuel intake and exhaust. An intake manifold 47 is preferably detachably carried by the valve block 40, having ports 48 which communicate the same with the rotary valve 35, for the intake of fuel to the engine cylinders, as will be subsequently described. The cylinder blocks 14 for each rotary valve is provided with a passageway 49 which leads from the valve seat 37 downward and which is provided'for leading the exhaust gases direct from the cylinders to the turbines E, as will be subsequently described in detail. Y It is preferred to provide means for lubricating the rotary valves 35 when within their seats in the housing B. To this end, an oil i reservoir 52 is preferably provided in the block 40, between the intake and exhaust passageways thereof, and which is provided with outlet ports 54 and 55, for each rotary valve; said outlet ports 54 and 55 leading directly out to the valve seats 42 provided in the block 40 for each-valve 35. Anoil line 57 is preferably provided, through which oil may be pumped to the reservoirs 52. It is preferred to provide diverging grooves 59, substantially in X-shaped relation, for each of the oil outlets 54 and 55; said grooves of course intersecting said outlet openings so that oil may be more uniformly and evenly distributed over the valve rotating thereover.

Referring to the means for utilizing the gases after exhaust from the engine cylinders, so that the same may be used to fullest extent for power generation, it is preferred to "place a turbine E substantially at the division line of each pair of cylinders inthe internal combustion engine A, so that the same may receive the exhaust from two cylinders for operation. The turbine E is preferably of -a type providing concavoconvex blades 60 at the outer periphery thereon. Each of the turbines E are placed upon a bearing portion 61 of the crank shaft C, as by being keyed thereto, said bearing portion 61 preferably being journalled in the turbine casing 12 above mentioned. The turbine casing 12. may be formed as a part of the crank case 10, and as it is preferred to provide turbines of relatively great diameter, the casing 12 therefor may extend beyond the outer surfaces of the ordinary crank case, substantially as is illustrated in the drawings. Each of the turbine case portions 12 is preferably provided with a tangential inlet openin 63 into =which a pipe connection 64 extends, said pipe connection 64 at its upper end being flanged for detachable connection to the cylinder block 14, as to provide a continuous passageway for the flow of exhaust gases into the inlet opening 63 of theturbine case .12, so that the exhaust gases may impinge tangentially upon the turbine blades 60. At the opposite side of each turbine case 12, an exhaust passageway 65 may be provided, which may be in the form of an exhaust manifold, if desired, and through which the dissipated gases may escape from the turbine casing, after complete expansion and combustion. Each of the turbine casings 12 is preferably constructed as to provide air passageways 65 at each side of the turbine E revolving therein, said passageway 65 preferably having atmospheric communication and any approved means for directing a current of air therethrou h. As throws 66 of the crank shaft C are isposed at each side'of the turbine casing 12, it is preferred that splash plates 67 be located upon the bearing ends of the connecting rods 31 about said throws 66; said splash plate 67, of course, inclining with respect to the plane in which the turbine casin 12 -is disposed, so that the same may sp lash lubricant from the oil compartment 70 in the crank case 10, against the sides of the turbine casing 12. A plurality of radially disposed oil cups 71 are preferably provided at each-side of the casing 12, having oil passageways 72 therein, which are open at the tops of the oil cups, and which lead to the bearings of the crank case in which the portion 61 of the .crank shaft are journalled. The openings of the oil cups 71 are arranged at different elevations about the crank case 12, on each side thereof substantially as is illustrated in Figure 3 of the drawings, so that the crank shaft may be properly lubricated in its bearings by continuous supply of oil. It is preferred that ducts 78 be provided in the turbine case 12 i at each side thereof, below the bearing portions 61 of the crank shaft and through which lubricant may flow and exit thru openings 79 adj acent'the bottom of the crank case.

Referring to the drive of the rotary valve 35 by means of the transmission mechanism G, it is preferred to provide a shaft 78 at an end of the internal combustion engine A,

- are provided withthe outer convex surfaces 87. It is preferred that the sections 85 be.

rotatably supported, as b brackets 79, and at its lower end preferab y being connected for rotation with the crank shaft C, as by mitergears 80, which, of course, are ofthe same size. At its upper end, the shaft 7 8 is connected to the rotar valve shaft 36, for drive of the latter as y means of bevelled gears 83 and 84 respectively connected to the shafts 78 and 36; the former gear pref erably being the smaller, and with a ratio,

provided with a-keyway therein, by means of which the same may be keyed, as at 90, to the rotary valve shaft'36; the abutting v faces of the sections 85 and 86 being-transversely. grooved to receive the rotary valve shaft 36. Inwardly of the convex surface 87 of the section 86, it is preferred to provide the control port 92, the surface of which I is arcuate and which is of suflicient capacity Qfuel gases, as willbe hereinafter described.

to permit the proper intake and exhaust of Screws 94 are preferably provided for connection of the sections 85 and 86; being inserted from "the port 92, so that the convexity 87 of the valve 35 is not obstructed by projections or depressions of any sort. WVhen the sections 85 and 86 are assembled, they. provide the flat sides 97 which abut certain flat surfaces ofthehousing which receives the same.

Referring to the operation of the internal combustion engine A, the vaporized fuel is fed from the carburetor through the intake manifold 47, and thence through the passageway 48 to the rotary valves 35. .The rotary valves 35' are preferably rotated clockwise, and the fuel charge is fed from the intake manifold to the internal combustion engine cylinders by Way of the rotary valve ports or kerfs 92, as can readily be understood from the illustration of Figure -3 0i stroke of the pistons 30, and also incident to the expansion of the gases which has not been fully effected duringthe power stroke,

propel the exhaust of the gases with considerable force against the blades of the tur bine E. This rush of exhaust gases incident to engine action, expansion of gases, and

further explosion of the same, produces a considerable force, which in the ordinary internal combustion engine is entirely lost, in so far as any power generation is concerned. In the improved type of internal combustion. engine A, such force of the exhausting gases and fuel is directly taken by the turbine E, for the increase'in efliciency of power generation, as canwell be understood. The discharge of the completely exhausted gases is through the outlet as above mentioned. With this type of inter-.

'nal combustion engine, it is apparent that the provision of the rotary valves 35 does away with the complicated poppet valve and cam shaftoperating mechanlsm ordinarily provided upon conventional internal combustion engines. The rotaryvalve,'it is to be observed, not onl cooperatesin the'intake and exhaust o gases with respect to the internal combustion engine cylinders,

butcooperates in properly directin the exhaust gases through the turbine for increased efliciency of engine operation. The provision-of the turbine E also obviates the necessity of providing mufiiers, as the sound is completely muffled after travel about the turbine E} It is to be observed that the turbines E are of considerable mass, which obviates the necessity of providing a fly wheel. 7

Various changes in the shape, size and arrangement of parts may be made to the form of invention herein. shown and described, without departing from the spirit of the invention or the scope of the. claims; b I

I claim:

1. In an internal combustion engine a casing including a cylinder chamber an a cylindrical valve chamber at one side of the cylinder chamber, said valve'chamber' having an inletand an outlet spaced circumferentially of 'the valve chamber, the cylinder chamber having intake and exhaust orts communicating with the valve cham- 'r between the inlet and outlet and in spaced relation circumferentially. of the valve chamber, a rotary valve member in said valve chamber having a. circumferem tially disposed peripheral pocket for controlling communication between the ports and inlet and outlet during rotation of the valve, 9. piston operating in said 0 linder, a crank shaft connected with said piston, and means for imparting rotary movement to the valve in timed relation to movement of the piston.

2. In an internal combustion engine, a A casing including a crank case, a cylinder chamber and a cylindrical valve chamber at one side of the cylinder and having an inlet and an outlet spaced circumferentially of the valve chamber and inlet and exhaust ports disposed one above the other and lead- 136 I ing from the cylinder chamber and communicating with the valve chamber between the inlet and outlet, the casing between said intake and exhaust ports being provided with an oil pocket having an outlet communicating with the'valve chamber, a piston operating in said cylinder chamber, a rotary valve in said valve chamber for controlling communication of the inlet and exhaust ports with the inlet and outlet of the valve chamber, and means for rotating the valve in timed relation to movement of the piston.

3. In an internal combustion engine, a casing including a crank case, cylinder block, a cylinder head, and a valve block mounted at one side of the c linder head; said cylinderhead provided wlth intake and exhaust ports disposed one above the other, said cylinder block and valve block having re sterin arcuate recesses providing a cy indrica valve chamber and having circumferentially spaced inlet and outlet pas-,

sages for live and burnt gases and passages leading from the valve chamber between the inlet and outlet passages and communicating with the intake and exhaust ports of the cylinder head, the valve block between the passages leading to the intake and exhaust being provided with an oil reservoir pocket having outlet openings communicating with the valve seat and having an inlet for receiving a feed pipe, a crank shaft in said crank case, a plston in said cylinder block and connected with the crank shaft, a rotary valve in the valve chamber, and means for imparting movement' from the crank shaft to the rotary valve whereby said valve may be operated in timed relation to movement of the piston and control passage of gases through the passages leading from the valve cham er.

, FRANK B. H. GARSON. 

